Gearing.



Patented Apr. 7, 19M

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F. T. FLI NGHBAUGH.

GEARING.

APPLICATION FILED JAN. 29, 1909.

COLUMBIN PLANOGRAPH 50., WASHINGTON, D. c.

P. T. FLINGHBAUGH.

GEARING.

APPLICATION FILED JAN. 29, 1909.

Patented Apr. 7, 191 i 4 SHEETS-SHEET 2.

Smewboz COLUMBIA PLANOGRAPH c0.. WASHINGTON. D c.

F. T. FLINOHBAUGrH.

GEARING.

APPLICATION FILED JAN. 29, 1909.

1 092 39 Patented Apr. 7,1914

4 SHEETS-*SHEET 3.

awe/whoa ra'fimaau k COLUMBIA PLANOGRAPH CO.,WASHINGTON. D. c.

F. T. FLINGHBAUGH.

GEARING.

APPLICATION FILED JAN. 29, 1909.

Patented Apr. 7, 1914.

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FREDERICK T. FLINCHBAUGI-I, 0F YORK, PENNSYLVANIA.

GEARING.

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Specification of Letters Patent.

Patented Apr. 7, 1914.

Application filed January 29, 1909. Serial No. 475,028.

To all whom it may concern Be it known that l, FREDERICK T.FLINCI-IBAUGH, citizen of the United States, residing at York, in thecounty of York and State of Pennsylvania, have invented certain new anduseful Improvements in Gearing, of which the following is aspecification.

This invention comprehends certain new and useful improvements inself-propelled vehicles, and relates particularly to improvements intraction engines, the inven tion applying to traction engines in whichthe prime mover is an internal combustion engine.

As is well known, prime movers of this character are ordinarilyconstructed so that their drive shafts can turn in one direction only,and in order to propel the vehicle rearwardly, itis necessary to shiftparts of the transmission gearing.

Usually, the transmission gearing is so arranged that the tractionengine or similar vehicle will have one speed ahead, namely, arelatively high speed, and one speed in a rearward direction, the latterbeing a relatively low speed.

From one standpoint, my present invention has for its object aself-propelled vehicle in which the prime mover is an internalcombustion engine so correlated with a simple and efficient constructionof reverse gearing, that the vehicle may, as will be hereinafterspecifically described, have two different speeds ahead and twodifferent reverse speeds, the prime mover being so constructed that thedriving shaft thereof may be easily reversed, as to its direction ofrotation, whereby the direction of travel of the vehicle may bereversed, without shifting the movable parts of the transmissiongearing, or the transmission gearing shifted without reversing thedirection of movement of the drive shaft, thereby attaining the objectabove mentioned. And the in vention also has for its object a simple,du-

rable and efiicient construction of transmission gearingapart from thereversible prime mover above mentioned, although when combined with suchprime mover, accomplishingresults as above set forth, of which it isincapable by itself.

In one of its aspects, my present invention contemplates improvements'in that type of transmission gearing which is disclosed in any priorPatent No. 2L477, dated May 22, 1906, and has for its primary object asimplified arrangement of parts, whereby the same useful results may beaccomplished as are accomplished by the patented structure justmentioned, but with the use of fewer mechanical elements.

In another aspect, the invention contemplates the combination with thetransmission gearing, of the improvements disclosed by my U. S. PatentNo. 821,477, dated May 22, 1906, which consists of a gasolene motor orother internal combustion engine so constructed that the direction ofrotation of its driving shaft may be easily changed.

With these and other objects in view that will more fully appear as thedescription proceeds, the invention consists in certain constructions,arrangements and combinations of the parts that I shall hereinafterfully describe, and then point out the novel features thereof in theappended claims.

For a full understanding of the invention and the merits thereof, and toacquire a knowledge of the details of construction, reference is to behad to the following description and accompanying drawings, in which: I

Figure 1 is a side elevation of a portion of a traction engine embodyingthe improvements of my invention; Fig. 2 is a top plan view thereof, thegasolene motor being omitted; Fig. 3 is a transverse sectional viewthereof, the section being taken on the line 3+3 of Fig. 1; Fig. 4 is alongitudinal sectional view, through a portion of the actuating gear;Fig. 5 is a detail gplan view of a portion of the shipping bar; 'Fig. 6is a detail view illustrating the cam for reversing the direction ofmovement of the drive shaft of the engine; Fig. 7 is a detail sectionalview of a portion of the shaft-reversing mechanism; and, Fig. 8 is atransverse sectional view through the framework of the traction engine,the section being taken substantially on the line of the main driveshaft.

Corresponding and like parts are referred to in the followingdescription and indicated in all the views of the drawings by the samereference characters.

Referring to the drawings, the numeral 1 designates the framework of atraction engine, which framework may be of any desired construction anddesign and in which are mounted axles for the ground. or travelingwheels, the framework also supporting the engineor prime mover and thegearing and clutches designed for operation therewith.

The driving shaft 2 of the engine, which in this instance is a gasoleneor other internal combustion engine, carries a spur pinion 3 which isloose thereon and which is designed to be clutched to the shaft by theproper manipulation of a shipper lever 4 fulcrumed on a bracket 5secured to the framework 1 in any desired way. The pinion 3 meshes witha transmission gear wheel 6 mounted to turn loosely upon a transverseshaft 7 mounted on top of the framework and designed to be clutched tosaid shaft by a shipper lever 8 operating a slide clutch 9 of the pin orsolid aw variety. The shaft 7 also carries, preferably at its endopposite the end on which the gear wheel 6 is mounted, a spur pinion 10which meshes with a differential gear wheel 11 on atransversely eX-tending driven shaft 12 also mounted on top of the framework. Inaddition to the gear wheel 11, the shaft 12 carries at its ends, pinions13 which mesh respectively with the gear wheels 14 carried by andsecured in any desired way to the rear ground or traveling wheels 15.

The gear wheel 6, above mentioned, meshes with a respectively smallergear wheel 16 mounted loosely upon one end of a transverse shaft 17journaled in suitable bearings underneath the longitudinal sills of theframework 1. The gear wheel 16 is designed to be coupled to shaft 17 bymeans of a clutch operated by a shipper lever 18. This shaft 17 carriesa spur pinion 19 which, like the pinion 10, meshes with the gear wheel11 which is mounted on the shaft 12.

If the driving shaft 2 of the gasolene motor or similar prime moverrotates in the direction illustrated by the full line arrow in Fig. 1,it is obvious that when the gear wheel 6 is clutched to the shaft 7,while at the same time the gear Wheel 16 is permitted to run free, theconsequent rotation of the shaft 7 will, through the instrumentality ofthe pinion 10, gear wheel 11, shaft- 12, pinions 18 and gear wheels 14,turn the traveling wheels 15 in a direction to propel the tractionengine rearwardly, the rotation of the several wheels and shafts, beinginclicated by the full line arrows. And to propel the vehicle'forwardly,it is obvious that, with the same direction of the main shaft 2, it isonly necessary to uncouple the gear wheel 6 from the shaft 7 and tocouple the gear wheel 16 to the shaft 17, whereupon the movement of theshaft 2 will be transmitted by the ear wheel 6 and gear wheel 16, to theshaft 17 and communicated by the pinion 19 to the gear wheel 11 to turnthe same and the shaft 12 in an opposite direction from that just beforedescribed, thereby imparting a forward rotation to the traveling and allstripping of the teet or ground wheels 15. In this movement,

it 1is obvious that the shaft 7 is running id e. r

In order to shift the gears to accomplish this reversal of movement ofthe traveling wheels 15 with the drive shaft 2 operating in the onedirection, I preferably employ the principles disclosed in my priorPatent #821,477, before mentioned, the parts consisting of a series oftransversely extending slides 4, 8 and 18 suitably mounted in theframework 1 and operatively connected at one end to one arm of therespective shipper levers 4, 8 and 18. Each of the slides carries aroller 20, and the said rollers operate in cam slots 21, 22 and 23formed in a longitudinally extending shifting-bar 24. The cam slots 22and 23 work in opposite directions and are provided opposite theirworking portion with straight extensions so that when the shifting-baris moved in a direc-. tion for the rollersto enter the straight portionsof the slot, the latter will have no effect upon the slides 8' and 18The straight portions of the two slots extend in opposite directions asshown, so that when the shifting-bar is moved in one direction, one ofsaid slides will be actuated without the other, and vice versa. The camslot 21 is however a double cam,having two actuating portions 011 eachside of the middle straight portion, so that no matter in what directionthe shifting-bar 24 is moved, said slot will operate to shift the slide4 and couple the driving pinion 3 to the drive shaft 2. The shifting-bar24 is operatively connected to a vertically disposed hand lever 25fulcrumed upon the drivers or operators platform on the rearend of theframework. It is obvious that a middle or upright position of the handlever 25 will hold the several clutches in an inoperative position. Aforward movement of the hand lever will 'first rock the hand lever 18 soas to engage the gear wheel 16 and connect the gears together for aforward movement of the vehicle with the shaft turning'in the direc tionindicated by the full line arrow in Fig. 1, and a continued forwardmovement of the hand lever will then, by means of the cam portion of theslot 21 throw in the clutch of the pinion 3 and slightly couple thedrive on the engine shaft 2 to the driver parts, turning themsufficiently to engage the positive clutch on the gear 16,, provided theclutch jaws have not been properly lined, there being a relief spring,as shown in Fig. 2, in the shipper lever 18. When-the clutch has beenpositively engaged, thehand lever 25 will be continued forwardly to'lockthe clutch on the shaft 2.to the pinion 3, thereby making apositivedrive on the gears. In other words, the engine is not thrown in untilthe gears have been properly shifted is thereby lac avoided. Conversely,a rearward movement of the hand lever 25 from the upright or neutralposition, will result in coupling the gear wheel 6 to the shaft 7 andthe setting of the gears for a rearward movement of the vehicle, theshaft 2 turning in the direction indicated by the full line arrow inFig. 1 before the continued rearward movement of the hand lever shallhave coupled the driving pinion 3 to the shaft 2.

From the foregoing description, it will be understood that my improvedtransmission gearing provides for the propulsion of the vehicle in onedirection at a relatively high speed and in the opposite direction at arelatively low speed, with the drive shaft of the engine or motorturning in the one direction. It is therefore evident that if provisionbe made for reversing the direc tion of rotation of the drive shaft 2,the

speed may be reversed, and what would otherwise be a two-speedtransmission gearing is then converted into a four-speed gearing. Forinstance, in the example of the operation of the transmission beforegiven, the vehicle is arranged for a high speed ahead and a low speedbackwardly with the drive shaft of the engine turning in the directionindicated by the full line arrow in Fig. 1. Hence if the shaft be causedto rotate in the opposite direction, as indicated by the dotted linearrow in Fig. 1, it is at once apparent that the vehicle may bepropelled rearwardly at a high speed and forwardly at the low speed, andthereby the mere shifting of the hand lever 25 and the setting of thegears,

together with the proper changing or setting of the drive shaft 2 torotate in one direction or the reverse, the vehicle is by a very simplearrangement provided with four speeds, namely a high speed ahead, and alow speed rearwardly, and a low speed ahead and a high speed rearwardly.

Referring particularly to Fig. 1, 26 designates an internal combustionengine of the four-cycle type provided with any desired form of sparker27 adapted to be. actuated by a tappet-rod 28 which has connection witha slide 29 held in place and directed in its reciprocating movement bysuitable keepers on the framework of the engine. The slide 29 is formedwith a vertically disposed guideway 30 in which the links 31 and 32alternately mounted, one link being idle and the other acting accordingto the direction of the travel of the engine. The links 31 and 32 arepivotally connected to a pitman 33 which in turn is connected with onearm of a bell-crank lever 34, the other arm of said bell-crank beingconnected by a link 35 with a hand lever 36.

Two rocker-arms 37 and 38 are pivoted as at 39 to the frame of theengine, and are respectively connected by rods or bars 10 to the reverselinks 31 and 32. Each rocker idle.

arm is provided with a roller 41 adapted to bear against the edge of therespective cooperating cams 42 and 43. The rocker arms a re acted uponto hold their rollers in contact with the cooperating cams by yieldingmeans such as spring-pressed rods at. The drive shaft 2 of the engine isprovided with a gear wheel 15 meshing with a gear wheel 46 mounted upona stud shaft 417 secured at its inner end to the engine frame andsupporting the cams 42 and 43 which are con nected with each other andwith the gear wheels 46 to rotate therewith.

The two cams 42 and 43 are of like formation but of different angulararrangement, in order to operate the engine in either one direction orthe other. Each is formed with raised or cam portions designated A, B, Cand D. The cam portion a at one end of the cam portion A. effects theopening of the exhaust, the latter remaining open until the cam portion5 in the end of the part A is reached. From 6 to C, the engine isaspirating and drawing a charge, and from the point C to D the charge iscompressed, and at D the sparker is actuated to fire the charge. From Dto a, the engine is operated on the explosive stroke, and at a. theexhaust begins to open. and is held open by the cam portion A until thecam portion 5 is reached, when the exhaust will close and the engineagain sucks in a charge. t is to be noted that the cam portion B isabout opposite the cam portion D, but when the engine is running in onedirection, the point B will not effect the explosion of the charge,because the engine at this time is beginning to draw in a chargepreliminary to compressing the same for effective work when combustiontakes place. When the cam portion D reaches a position to actuate therocker arm con nected with the slide 29, the charge is properlycompressed and the sparker is ready to effect the explosive discharge,so as to impart an impulse to the engine to continue its movement in thesame direction.

It will thus be understood that only one rocker arm at a time haspositive or effective connection with the slide 29 to cause movement ofthe latter, the other rocker arm while oscillating, being a dead memberor Upon actuatingthe reverse lever 36, the position of the links 31 and32 is changed. While the position of the links is changed with referenceto slide 29, the shaft 2 continues to rotate in the same direction, andhence the cam 42 that was actuated prior to operating the reverse lever,now becomes inactive, and the idle cam 43 is brought into play, theprojection or cam portion B of said cam 43 operating the arm 38, andthrough the connecting means operates the slide 29 to affect thesparking mechanism. The compressed charge is thereby exploded out of itsregular order so as to drive it backward in the opposite direction andthereby give an initial impetus to the engine for reversing the same,and after this initial impetus has been imparted to the engine in thereverse direction, the cam portion D of the cam 43 operates the sparkerin the regular way as to drive the engine continuously in such reversedirection.

\Vhile I have illustrated my improved transmission gearing as combinedwith a special embodiment of internal combustion engine in which thedrive shaft may be rotated in both directions, it is to be understoodthat the gear arrangement also applies to a self-propelled vehiclemounted with an internal combustion engine that operates only one wayand using high speed forward and low speed backward.

Having thus described the invention, what I claim is: r

1. The combination with a framework, and a reversible drive shaftmounted thereon, of a transversely extending driven shaft mounted on topof the framework, a counter shaft interposed between the driven-shaftand the drive shaft, a transmission gear wheel loosely mounted upon saidcountershaft and operatively connected to the drive shaft, saidcounter-shaft being operatively connected to the driven shaft, a secondcounter-shaft mounted underneath the framework and operatively connectedto the driven shaft, a gear wheel loosely mounted on said secondcounter-shaft and meshing with the transmission gear wheel on thefirstmentioned counter-shaft, and means for operatively connecting .saidlast-named gear wheel and said transmission gear wheel alternately totheir respective shafts.

2. The combination with a framework, 40

and a reversible drive shaft mounted thereon, of a transverselyextending driven shaft mounted on top of the framework, a gear wheel onone end of said driven shaft,

a counter-shaft journaled on top of the framework, a pinion mounted onone end of said counter-shaft and meshing with the gear wheel on thedriven shaft, a transmission gear wheel loosely mounted on the oppositeend of said counter-shaft, a pinion meshing with said transmission gearwheel and loosely mounted on the drive shaft, a second countenshaftmounted underneath the framework, a pinion mounted on one end of saidsecond counter-shaft and meshing with the gear wheel on the drivenshaft, a gear wheel loose on the opposite end of'said secondcounter-shaft and meshing with the transmission gear wheel but ofrelatively smaller diameter than the transmission gear FREDERICK 'r.FLINGHBAUGH. a. s.]

Witnesses:

W. N. lVooDsoN, FREDERICK S. Srrr'r.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, D. G. i

